Control linkage for master and transmission clutches

ABSTRACT

A vehicle brake and transmission control having a hand latch to selectively disengage one or two clutches while engaging the brake with a foot control lever.

United States Patent [191 Sieren et a].

[ June 26, 1973 CONTROL LINKAGE FOR MASTER AND TRANSMISSION CLUTCI-IES[75] Inventors: Gerald E. Sieren, Greendale;

Kenneth N. Hansen, Waukesha, both of Wis.

[73] Assignee: Allis-Chalmers Corporation,

Milwaukee, Wis.

[22] Filed: Dec. 13, 1971 [21] Appl. No.: 207,434

[52] US. Cl. 192/3.61, 192/48.7, 192/99 S, 192/114, 74/474 [51] Int. ClB60]: 29/00 [58] Field of Search 192/3.54,'3.61, 48.1,

[56] References Cited UNITED STATES PATENTS 2,201,192 5/1940 Maybach192/3.61 X

Stevens 192/99 S X 1,746,765 2/1930 Carhart 192/48.7 2,367,076 l/l945Varblow 192/99 S X 2,991,862 7/1961 Glesmann 192/48.7

FOREIGN PATENTS OR APPLICATIONS 677,753 8/1952 Great Britain 192/3.54

Primary Examiner-Benjamin W. Wyche Attorney-Arthur L. Nelson et a1.

[57] ABSTRACT A vehicle brake and transmission control having a handlatch to selectively disengage one or two clutches while engaging thebrake with a foot control lever.

10 Claims, 9 Drawing Figures PAIENIEMunzsma- 3.741.356

DISCONNECTION TRANSMISSION BRAKE W ACTUATING CONTROL 75 X MULTIPLE SPEEDPOWER SHIFT 25 TRANSMISSION A (5' CLUTCH CTUATIN Z .1 Lu

CONTROL 5 66 5 E g 22 I I/ $7 I T h L i I IIIvII )t( Y T T T v T I T p g721? Q, 8

CONTROL LINKAGE FOR MASTER AND TRANSMISSION CLUTCIIES This inventionrelates to a clutch and brake control and more particularly to a footoperated clutch and brake control with a hand operated latch controlselectively controlling engagement and disengagement of one of twoclutches.

The conventional tractor using a multiple speed transmission with amanually controlled clutch for engaging and disengaging gears is usuallyprovided with a manual control for selecting'the desired gear ratio.Shifting from one gear ratio to another essentially requiresdisengagement of the clutch and manually shifting into another gearratio and then engaging the clutch to transmit power through the geartrain. This type of a transmission has a manually controlled clutchwhich must be disengaged before the engine is started. To preventstarting with the transmission in gear, the neutral safety switch isnormally open when the clutch is engaged. When the clutch is disengaged,the clutch level actuates the starter safety switch completing theelectrical circuit for starting of the tractor. Accordingly, the tractorcannot be started unless the transmission clutch is disengaged.

With'the use of a power shift transmission, the power train becomessomewhat more complex. The engine drives through the power shifttransmission. In a more sophisticated arrangement a clutch is positionedbetween the engine and the power shift transmission. This clutchprovides a means for disconnecting the power train during cold weatherto permit turning over of the engine more readily than if the enginewere driving the power shift transmission. With a power shifttransmission, a two-speed range transmission may also be used which willmultiply the speed ratios of the power train. The range transmission canbe positioned ahead of the power shift transmission or behind the powershift transmission as desired. The range transmission, whether two orthree speeds provides a multiple of the number of speeds in the powershift transmission for the power train. The final drive assembly ofcourse transmits the power from the transmissions to the final drive fordriving the drive wheels of the vehicle. Accordingly, with the use ofthe power shift transmission as described above, it is desirable toprovide a means for cold weather disconnection of the power trainbetween the engine and the power shift transmission. It is alsodesirable to provide a means for shifting the range transmission fromone speed to another and this is, as a rule done with all components ofthe transmission being stationary. In other words, if the gears arerotating in the transmission there is danger of stripping the gears ordamaging the gears in some manner when the gears are shifted.Accordingly, this invention provides a means whereby these changes inthe speed range can be accomplished and also a means for providinginching which is a means of slowly slipping the clutch to control acreeping movement of the vehicle. Also the means providing disconnectfor cold weather between the engine and the power shift transmission canalso be operated with this mechanism.

It is an object of this invention to provide a single lever brake andclutch control for vehicle transmission. It is another object of thisinvention to provide a means for selectively operating the engagement ordis- ,brake and clutch control for vehicle transmission and v engagementof a second clutch by operation of a hand lever and simultaneousoperation of a foot pedal.

It is a further object of this invention to provide a vehicle brake andclutch control with a hand lever to selectively disengage a secondclutch while operating a single foot pedal to avoid accidentaldisengagement of the second clutch.

It is a further object of this invention to provide a brake and clutchcontrol with creeping control on the clutch pedal and a hand control toselectively disengage a second clutch while operating said clutch levercontrol.

It is a further object of this invention to provide a latch to hold thesecond clutch in the disengaged position and to require two deliberateactions to re-engage the clutch to prevent accidental clutch engagement.

Objects of this invention are accomplished providing a pivotallyoperated foot pedal which normally operates for disengagement of theclutch and engagement of the brake upon further depression of the pedal.A hand control having a latch, selectively latches for disengagementwhen used simultaneously with the foot pedal, a second clutch which isalso operated simultaneously with disengagement of said first clutch.The latching mechanism will automatically retain the second clutch in adisengaged position if so desired. The second clutch provides a coldweather disconnection between the engine and the power train to permiteasier turnover in the engine particularly under cold weatherconditions.

The preferred embodiments of this invention will be illustrated in theattached drawings.

FIG. 1 illustrates the side elevation view of the pedal and control foroperating the clutch and brake.

FIG. 2 is a fragmentary side elevation view showing the control leverwith the latch control in position for the disengagement of twoclutches.

FIG. 3 illustrates the latch control positioned with the foot pedaloperating two clutches simultaneously.

FIG. 4 illustrates an end view generally of the mechanism shown in FIG.1.

FIG. 5 is a fragmentary view showing a portion of the foot pedalengaging a pin for actuating the second clutch taken on line VV of FIG.4.

FIG. 6 illustrates the latch arrangement and its connection with thelinkage for actuating the second clutch to provide cold weatherdisconnecting of the engine taken on line VI-YI of FIG. 4.

FIG. 7 illustrates a fragmentary view of the mounting bracket and a pinfor controlling the disengagement of the second clutch or disengagingthe engine from the power train taken on line VII-VII of FIG. 4.-

FIG. 8 is a schematic illustration of the hydraulic control valveoperated by the linkage to operate the transmission clutch and brake.

FIG. 9 is a schematic illustration of the power train of the vehicle.

Referring to FIG. 1 the mounting bracket 2 is fastened on the chassis lby means of the plurality of bolts 3. The mounting bracket carries a pin4 which pivotally supports the foot pedal 5. The foot pedal 5 forms afoot pad 6 for operating foot pedal 5 and carries a return pin 7connected to the return spring 8, which in turn is connected to a tab 9on the chassis I. The adjusting screw 10 threadedly engages a flange 11and is locked in position by the nuts 12 and 13. When the pedal 5 isreturned to its retracted position it comes to rest as the abutment 14engages the end of the adjusting screw ll).

The foot pedal is formed with an arm 15 having a perforation receivingthe rod 16. The rod 16 extends downwardly and is pivotally connected tothe bell crank 17 by the pin 18. The bell crank 17 is pivotallysupported by the pin 19 on the bracket 20 supported on the chassis. Theopposite end of the bell crank 17 carries the link 21 which extends toengage the lever 22 pivotally supported on the flange 23, on the valvehousing 24. The power shift control lever 25 is pivotally supported onthe extension 26 which operates the spool 27, in the valve housing 24.The lever 25 provides a manual shift for the power shift transmission toselectively engage the desired speed ratio of the power shifttransmission.

The brake and clutch pedal 5 is pivotally mounted on the pin 4 whichalso pivotally supports a switch lever 28. The switch lever 28 carriesthe neutral safety switch 29 which is normally open but is closed byactuation of the button 30 by the pedal 5.

The switch lever 28 is biased to the return position against the rest 31by the return spring 32 which is connected between the chassis and onearm of the switch lever.

The pedal 5 travels through an angular displacement when it is operatedin which the first portion is considered inching as illustrated inFIG. 1. During the inching phase of angular rotation of the pedal 5 thehydraulic valve is throttling pressurized fluid and the pressure in theclutch actuator is gradually decreased. The gradual decrease of thepressure in the clutch actuator permits the slipping of the clutch tomove the vehicle very slowly. This adapts itself well when connecting animplement to a tractor because a sensitive control of the movement ofthe vehicle is required. As the pedal swings farther there is a dwellphase during which the clutch is completely disengaged prior toengagement of the brake. Beyond this point the neutral safety switch isoperated to close the starter circuit to permit starting of the vehicleengine. When the neutral safety switch is closed the switch arm rotateson its axis against the biasing force of a return spring 32. Spring 32substantially increases the force required to further depress the pedal5. This provides a brake feel for the operator which indicates to theoperator the neutral safety switch has been closed and that the brake isbeing actuated.

The pedal 5 also forms a latch arm 35 which is adapted for operating theengine clutch 36. The engine clutch 36 provides a means of disconnectingthe power from the transmission. This is particularly advantageous whenthe ambient temperatures are low and the transmission fluids createconsiderable drag on the transmission. During starting of the engine,this drag can be objectionable.

Accordingly, the means for disconnecting the engine drive is provided.This consists essentially of a push button 37 mounted on the dashboard38. The push button slides within the sleeve 39 mounted on the dashboard38 and is biased to a return position by the spring 40. The link 41connects to the latching arm 42. The latching 42 is pivotally supportedon the bracket 2 by means of the pin 43. The latching lever 42 formsslot 44. Similarly an L-shaped slot 45 is formed in the bracket 2. Thesetwo slots partially overlap as shown in FIG. 1. The degree ofoverlapping may be modified by movement of the latching lever 42. Movingthe latching lever 42 by the push button 37 moves the pin 46 into theseat 47 of the latch arm 35 of pedal 5. When the pedal is operated, thepin 46 rotates with the latch arm 35 to disengage the clutch 36.

The clevis 48 which receives the pin 46 on one end is connected throughthe rod 49 to the bell crank 50. Bell crank 50 is pivoted on the pin 51supported on the chassis. As the bell crank 50 is rotated about the pin51 in the clockwise direction the clutch 36 is disengaged and converselythe reverse rotation of the bell crank will engage the clutch 36. Tomore clearly illustrate the component shown in the pedal mechanism andthe latching mechanism, FIGS. 5, 6 and 7 show section views of thevarious components. FIG. 5 illustrates the portion of the pedal 5 withthe return spring 8 connected through the pin '7. The latching arm 35 isshown with the pin 46 positioned in its seat 47 of the latch arm 35 forrotation with the foot pedal 5 when operating the clutch 36.

FIG. 6 shows latching lever 42 with the pin 46 in the extreme end of theslot 44. Generally this position is also shown in FIG. 1.

FIG. 7 illustrates the pin 4 which supports the pedal 5 on the bracket2. The slot 45 is shown with the pin 46 displaced for engagement withthe latch arm 35 of the pedal 5. The pedal 5 is shown in FIG. 5 with thepositioning of the pin for engagement with latch arm 35.

FIG. 2 illustrates a fragmentary view of the mechanism shown in FIG. 1with the latching lever 42 which is operated by the push button 37 to aposition seating the latch pin 46 on the latch arm 35 on the pedal 5. Inthis position the slot 44 overlaps slot 45 and the pin 46 is permittedto rotate with the latch arm 35 as the pedal 5 is depressed. By holdingthe latching lever 42 in this position when the pedal 5 is depressed thepin rotates on the center of the pin 4 to a position as shown in FIG. 3.If the pedal is rotated to its extreme position as shown in FIG. 3, thepin 46 will become seated in the notch 55 of slot 44. If the pedal 5 isreleased at this point the pin 46 will be retained in the notch 55 andthe clutch 36 will remain disengaged. In this position the engine can bestarted.

To release the pin 46 and disengage the clutch 36, the pedal must againbe depressed and the latching lever 42 rotated counterclockwise torelease the pin 46. The springs in clutch 36 return pin 46 and releasethe clutch 36 when the pedal is released.

For a purpose of illustration, the power train is illustrated in FIG. 9.The engine drives through the clutch 36 which provides a means ofdisconnecting the power from the power shift transmissions 75 whendesired. This clutch is also shown as clutch 36 in FIG. 1. The powershift transmission 75 drives through the range shift transmission 61which in turn drives through the final drive 63 to drive the rear wheelsof vehicle. The range shift transmission consists essentially of amultiple speed transmission which should normally be shifted only whenthe transmission components are stationary. Accordingly, thetransmission brake which is operated by the pedal 5 as shown in FIG. 1brakes the power shift transmission 75. This stops rotation of thecomponents in the range transmission and the transmission can be shiftedmanually from one speed to another speed.

FIG. 8 also illustrates a multiple speed power shift transmission 75schematically with brake and clutch actuating controls 65 and 73 whichselectively actuates one or more clutches or brakes in the transmissionto provide the desired speed ratio through the power shift transmission.It is understood that normally the brake and clutch actuating controls65 and 73 will operate the power shift transmission 75 in shifting fromone gear ratio to another.

Preferably a lower speed range would be selected on the power shifttransmission when operating the inching control of brake pedal 5.Section 67 shows the valve 70 position for normal operation of theclutches of the power shift transmission. The brake is vented to sump 71while the pump 72 supplies pressurized fluid to actuate the multiplespeed power shift transmission 75.

Initially the inching would be provided by section 66 I of the valve 70.Section 66 would vent the brake actuating control for the transmissionto sump 71.

The dwell position of section 68 is shown in which the clutch isdisengaged and also the brake is disengaged.

Clutches for operating the multiple speed power shift transmission 75are disengaged and fluid is throttled to begin actuation of thetransmission brake actuating control 73 as shown by section 69. With thebrake actuated the section 74 is positioned to transmit fluid from theclutches, to sump and pressurized fluid from pump 72 is transmitted tothe transmission brake 73 which is fully engaged. In this position thecomponents of the power shift transmission 75 are braked and thisprovides a condition whereby the range transmission 61 can be shiftedfrom one speed to another.

The operation of the transmission will be described in the followingparagraphs.

FIG. 9 generally illustrates the power train for the vehicle. The engine60 drives through a manually operated clutch 36 to the power shifttransmission 75. The manually operated clutch 36 is always in engagementwhen the vehicle is in operation. The power shift transmission 75 hasmeans for shifting the transmission from one gear range to the other asdesired for operation of the vehicle. The power shift transmission 75drives through a range transmission 61 which consists of, for thepurpose of illustration, a two-speed transmission which is shiftd whenthe vehicle and transmission are stationary. In this position the rangetransmission can be shifted from one gear range to another which willprovide a simple multiple of the gear ratios of the power shifttransmission 75 when transmitted to the final drive 63.

Under cold weather conditions the viscosity of the oil and the internalfriction of the engine require that the power shift transmission bedisconnected from the engine in order to permit the engine to rotatemore freely. This device is shown for disconnecting clutch 36 as shownin FIG. 1.

When the vehicle is in operation the control lever 25 provides a meansfor shifting the selected clutches of the power shift transmission toengage the desired gear ratios in the transmission. The shifting of thepower shift transmission through the control lever 25 is accomplishedwhile the vehicle is in operation and the gear ratios may be increasedor decreased as desired.

The clutch 36, however, is a manual clutch and is connected between theengine and the multiple speed power shift transmission 75. The clutch 36can be disengaged through the foot pedal 5 when desired. Also thecontrol of the foot pedal 5 provides an inching of any clutch in thepower shift transmission through clutch actuating control 65. Theparticular clutch engaged in the power shift transmission by clutchactuating control 65 is dependent on the position of the lever 25. Theinching control is used primarily when it is desired to move the vehicleslowly for connection to an implement or for slipping the clutch toprovide a slow gradual movement. As the brake pedal 5 is depressed, theinitial section 67 provides operation of the multiple speed power shifttransmission. As the lever 22 is operated in response to the pivotalmovement of the pedal 5, the inching section 66 of the control valve 70is moved into operation between the pump 72 and the clutch actuatingcontrol 65. This provides throttling through the inching sectionlimiting the flow of pressurized fluid to the clutch actuating control65 which in turn operates hydraulic actuators in the multiple speedpower shift transmission 75. The farther the pedal 5 is depressed, thegreater the pressure is reduced in the clutch actuating control 65. Witha continual depression of the pedal 5 the dwell section 68 is thenplaced in operation between the pump 72 and the clutch actuating control65. In this position the clutch in the multiple speed power shifttransmission is disengaged. Due to inertia, the components in the powershift transmission continue to rotate and accordingly the pedal 5 isdepressed until the section 74 of valve 70 is in operation. When thesection 74 is positioned intermediate to pump 72 and the transmissionbrake activating control 73, the transmission brake stops rotation ofthe rotating components in the multiple speed power shift transmission.Accordingly, the power train between the engine and the final driveassembly is disconnected and the range shift 61 may be shifted.

Simultaneously with the disengagement of a clutch in the multiple speedpower shift transmission 75 it may be desirable to disengage clutch 36.To disconnect clutch 36, prior to the depression to the pedal 5, thepush button 37 is moved forwardly. This operates the latching lever 42to the position shown in FIG. 2 wherein the slots 44 and 45 overlap andthereby positioning the pin 46 in the seat 47 of the latch arm 35 ofpedal 5. With the pin in this position when the pedal 5 is depressed,the pin will be carried by the sea 47 as the lever is pivoted. Acontinual depression of the pedal 5 will rotate the pin 46 to theposition as shown in FIG. 3. In this position when the pedal 5 isreleased, the pin 46 remains seated in the notch 55. With the pin' innotch 55 the clutch 36 remains disengaged.

It is noted that when the pin 46 is carried on the latch arm 35, thatthe bell crank 50 rotates about its axis defined by pin 51 therebydisengaging clutch 36. The clutch 36 may be retained in this disengagedposition as the vehicle is started. It is assumed that the vehicle isstarted through an electrical starting circuit.

When the pedal 5 is depressed it swings through the inching and dwellphase of angular displacement as shown in FIG. 1. When the pedal 5engages the neutral safety switch 29, the neutral safety switch is thenclosed permitting the electrical starting circuit to operate since theclutch is disengaged and there is no danger of the vehicle lurchingforward when the vehicle engine is started. A further depression of thepedal 5 pivots the switch lever 28. The pivoting of the switch lever 28tensions the return spring 32 which produces a substantial force on thepedal indicating to the operator that the pedal 5 is swinging into thebraking phase of its operation. The neutral safety switch 29 beingpositioned on the lever 28 permits the continued movement of the leverto operate the brake and yet maintain the neutral safety switch inclosed position. The neutral safety switch 29 on switch lever 28 willreturn in response to the biasing force of the spring 32 when the brakepedal 5 is released the return spring 8 connected to the brake pedal 5will return the brake pedal to its normally retracting position causingthe abutment on the arm 14 to engage the head of the adjusting screw 10.

The spring 32 serves the dual purpose of returning the switch lever 28to retractive position when the pedal 5 is retracted and also providinga brake feel. In other words, the operator of the vehicle can sense thebraking phase of pedal rotation during operation of the pedal 5. Thisindicates that the neutral safety switch 29 is closed and that the brakepedal is engaging the transmission brake so that he may then shift therange transmission 61 without damage to the gears. By mounting theneutral safety switch on the switch lever 28, the pedal 5 does not cometo an abrupt stop when the switch is engaged but is permitted to rotatewith the lever for the desired amount of rotation to set the brakes.

It is also noted that when operating pedal 5 and the brake that theengine clutch 36 is also disengaged and can be positioned to be retainedin the disengaged position through the latch engaging lever 42 and aspreviously described.

The embodiments of the invention in which an exclusive property orprivilege is claimed are defined as follows:

l. A vehicle clutch actuating means comprising, a mounting bracketadapted for mounting on a vehicle, a pedal pivotally mounted on saidbracket, a first clutch, a clutch actuating mechanism connected betweensaid pedal and said clutch for selectively engaging and disengaging saidfirst clutch, a second clutch, a second clutch actuating means forselectively engaging and disengaging said second clutch including, alatch on said pedal, a latch engaging mechanism including, a'latchengaging control lever pivoted on said bracket for selectively latchingsaid second clutch actuating means on said pedal to operate said secondclutch when said pedal is pivoted.

2. A vehicle clutch actuating means as set forth in claim 1 wherein saidclutch pedal defines a foot pedal for operating said clutches.

3. A vehicle clutch actuating means as set forth in claim 1 wherein saidpedal comprises a foot pedal, said latch engaging mechanism includes ahand lever, a latch engaging lever connected to said hand lever toselectively engage said second clutch actuating means with said pedal tothereby operate said second clutch when said pedal is pivoted.

4. A vehicle clutch actuating means as set forth in claim 1 wherein saidfirst clutch defines a hydraulic clutch for use in a power shifttransmission, said second clutch defines a manually operated clutchadapted for disconnecting the engine from the power train of saidvehicle, said pedal thereby disengaging a hydraulic clutch in said powershift transmission and disengaging the engine from said transmission tofacilitate starting of the vehicle.

5. A vehicle clutch actuating means as set forth in claim 1 wherein saidlatch engaging mechanism for selectively latching said second clutchactuating means includes a push button, said latch engaging leverconnected to said push button in said second clutch actuating means forconnecting said pedal to said second clutch actuating means foroperating said second clutch when said pedal is pivoted.

6. A vehicle clutch actuating means as set forth in claim 1 wherein saidsecond clutch actuating means includes a pin, a latch arm on said pedal,said latch engaging mechanism thereby positioning said pin on said latcharm of said pedal to disengage said second clutch when said pedal ispivoted.

7. A vehicle clutch actuating means as set forth in claim 1 wherein saidlatch engaging mechanism includes a latch engaging lever pivotallymounted on said bracket, said lever including means connected to saidsecond clutch engaging means, said latch engaging lever pivotallyconnecting said second clutch engaging means with said latch of saidpedal to thereby disengage said second clutch when said pedal isdepressed.

8. A vehicle clutch actuating means as set forth in claim 1, whereinsaid breacket defines a first slot, said latch engaging mechanismincluding a latch lever defining a second slot adapted for alignmentwith said first slot in said bracket, said second clutch engagingmechanism including a pin received in said slots, said pedal defining alatch arm, said latch engaging means thereby aligning said slots forpositioning said pin on said latch arm of said pedal for disengagingsaid second clutch when said pedal is pivoted.

9. A vehicle clutch actuating means as set forth in claim 1 wherein saidpedal defines a'latch arm,'said second clutch actuating mechanismincludes a clevis receiving a pin, said latch engaging mechanism therebypositioning said pin on said latch arm to thereby disengage said secondclutch of said pedal as depressed.

10. A vehicle clutch actuating means as set forth in claim 1 whereinsaid latch engaging mechanism includes a lever and a spring biasing saidlever to areturn position to prevent connection between said secondclutch actuating means and said pedal, a pedal return spring forreturning said clutch to a retracted position, said latch engagingmechanism including a push button, means connecting said push button tosaid lever for selectively connecting said second clutch engagingmechanism with said latch of said pedal to thereby disengage said secondclutch while said clutch pedal is

1. A vehicle clutch actuating means comprising, a mounting bracketadapted for mounting on a vehicle, a pedal pivotally mounted on saidbracket, a first clutch, a clutch actuating mechanism connected betweensaid pedal and said clutch for selectively engaging and disengaging saidfirst clutch, a second clutch, a second clutch actuating means forselectively engaging and disengaging said second clutch including, alatch on said pedal, a latch engaging mechanism including, a latchengaging control lever pivoted on said bracket for selectively latchingsaid second clutch actuating means on said pedal to operate said secondclutch when said pedal is pivoted.
 2. A vehicle clutch actuating meansas set forth in claim 1 wherein said clutch pedal defines a foot peDalfor operating said clutches.
 3. A vehicle clutch actuating means as setforth in claim 1 wherein said pedal comprises a foot pedal, said latchengaging mechanism includes a hand lever, a latch engaging leverconnected to said hand lever to selectively engage said second clutchactuating means with said pedal to thereby operate said second clutchwhen said pedal is pivoted.
 4. A vehicle clutch actuating means as setforth in claim 1 wherein said first clutch defines a hydraulic clutchfor use in a power shift transmission, said second clutch defines amanually operated clutch adapted for disconnecting the engine from thepower train of said vehicle, said pedal thereby disengaging a hydraulicclutch in said power shift transmission and disengaging the engine fromsaid transmission to facilitate starting of the vehicle.
 5. A vehicleclutch actuating means as set forth in claim 1 wherein said latchengaging mechanism for selectively latching said second clutch actuatingmeans includes a push button, said latch engaging lever connected tosaid push button in said second clutch actuating means for connectingsaid pedal to said second clutch actuating means for operating saidsecond clutch when said pedal is pivoted.
 6. A vehicle clutch actuatingmeans as set forth in claim 1 wherein said second clutch actuating meansincludes a pin, a latch arm on said pedal, said latch engaging mechanismthereby positioning said pin on said latch arm of said pedal todisengage said second clutch when said pedal is pivoted.
 7. A vehicleclutch actuating means as set forth in claim 1 wherein said latchengaging mechanism includes a latch engaging lever pivotally mounted onsaid bracket, said lever including means connected to said second clutchengaging means, said latch engaging lever pivotally connecting saidsecond clutch engaging means with said latch of said pedal to therebydisengage said second clutch when said pedal is depressed.
 8. A vehicleclutch actuating means as set forth in claim 1, wherein said breacketdefines a first slot, said latch engaging mechanism including a latchlever defining a second slot adapted for alignment with said first slotin said bracket, said second clutch engaging mechanism including a pinreceived in said slots, said pedal defining a latch arm, said latchengaging means thereby aligning said slots for positioning said pin onsaid latch arm of said pedal for disengaging said second clutch whensaid pedal is pivoted.
 9. A vehicle clutch actuating means as set forthin claim 1 wherein said pedal defines a latch arm, said second clutchactuating mechanism includes a clevis receiving a pin, said latchengaging mechanism thereby positioning said pin on said latch arm tothereby disengage said second clutch of said pedal as depressed.
 10. Avehicle clutch actuating means as set forth in claim 1 wherein saidlatch engaging mechanism includes a lever and a spring biasing saidlever to a return position to prevent connection between said secondclutch actuating means and said pedal, a pedal return spring forreturning said clutch to a retracted position, said latch engagingmechanism including a push button, means connecting said push button tosaid lever for selectively connecting said second clutch engagingmechanism with said latch of said pedal to thereby disengage said secondclutch while said clutch pedal is pivoted.